CN103502607B - Spark-ignited internal combustion engine - Google Patents
Spark-ignited internal combustion engine Download PDFInfo
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- CN103502607B CN103502607B CN201180070606.7A CN201180070606A CN103502607B CN 103502607 B CN103502607 B CN 103502607B CN 201180070606 A CN201180070606 A CN 201180070606A CN 103502607 B CN103502607 B CN 103502607B
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- delay time
- cylinder
- compression ratio
- ignition delay
- ignition timing
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 64
- 230000006835 compression Effects 0.000 claims description 112
- 238000007906 compression Methods 0.000 claims description 112
- 238000012937 correction Methods 0.000 claims description 7
- 238000010304 firing Methods 0.000 description 19
- 239000000446 fuel Substances 0.000 description 14
- 238000006073 displacement reaction Methods 0.000 description 7
- 230000010354 integration Effects 0.000 description 6
- 238000003780 insertion Methods 0.000 description 5
- 230000037431 insertion Effects 0.000 description 5
- 238000013507 mapping Methods 0.000 description 5
- 239000007789 gas Substances 0.000 description 4
- 241000628997 Flos Species 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 244000287680 Garcinia dulcis Species 0.000 description 2
- 230000001174 ascending effect Effects 0.000 description 2
- 239000003054 catalyst Substances 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 235000008733 Citrus aurantifolia Nutrition 0.000 description 1
- 240000006909 Tilia x europaea Species 0.000 description 1
- 235000011941 Tilia x europaea Nutrition 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 239000004571 lime Substances 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 230000010415 tropism Effects 0.000 description 1
- 239000002912 waste gas Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0234—Variable control of the intake valves only changing the valve timing only
- F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
- F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure using an estimation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
- F02D35/026—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures using an estimation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
This spark-ignited internal combustion engine uses the formula being calculated ignition delay time by inner pressure of air cylinder and internal cylinder temperature, calculate the shortest ignition delay time τ min relative to the highest in-cylinder pressure Pmax and the highest cylinder temperature Tmax when realizing isochoric combustion, determine knock limit ignition timing ITA based on the shortest ignition delay time calculated.
Description
Technical field
The present invention relates to spark-ignited internal combustion engine.
Background technique
In spark-ignited internal combustion engine, require to avoid pinking occurs.For this reason, propose and predict whether pinking occurs in this burning, necessary, ignition timing is set to the scheme (with reference to patent documentation 1) of retardation angle.
Whether occurring in the prediction of pinking, using with the formula of the ignition delay time that is variable of the pressure and temperature in cylinder, and adopt consider ignition delay time along with the time through and the Livengood-Wu integration of the situation of change.Namely, the time integral value being located at the inverse of ignition delay time becomes the moment of 1, self ignition is there is in cylinder, if burnt before the moment that time integral value becomes 1 (the whole fuel combustions in cylinder), then be predicted as pinking not occur, if the moment and burning becoming 1 at time integral value does not complete, being then predicted as pinking will occur.
At first technical paper
Patent documentation
Patent documentation 1: Japanese Unexamined Patent Publication 2004-332584 publication
Patent documentation 2: Japanese Unexamined Patent Publication 2011-021552 publication
Patent documentation 3: Japanese Unexamined Patent Publication 2010-285873 publication
Patent documentation 4: Japanese Unexamined Patent Publication 2007-170345 publication
Patent documentation 5: Japanese Unexamined Patent Publication 2008-095553 publication
Summary of the invention
Although the generation of pinking can be predicted as described above, but in the Livengood-Wu integration of formula using the ignition delay time being variable with the pressure and temperature in cylinder, not only need great computing time, and be difficult to estimate exactly to burn by lighting a fire pressure in the cylinder in each moment started and temperature, consequently, be difficult to the ignition delay time calculating igniting later each moment exactly, and the time integral value being difficult to the inverse calculating ignition delay time exactly becomes the moment of 1.Thus, according to Livengood-Wu integration, be difficult to realize avoiding the good ignition timing that pinking occurs to control.
Therefore, the object of the present invention is to provide and a kind ofly do not implement Livengood-Wu integration and the spark-ignited internal combustion engine that can carry out avoiding that the good ignition timing that pinking occurs controls.
The feature of the spark-ignited internal combustion engine of a first aspect of the present invention is, calculating in the formula of ignition delay time by inner pressure of air cylinder and internal cylinder temperature, substitute into the highest in-cylinder pressure when realizing isochoric combustion and the highest cylinder temperature, calculate the shortest ignition delay time, determine knock limit ignition timing based on the shortest ignition delay time described in calculating.
The spark-ignited internal combustion engine of a second aspect of the present invention is based on the spark-ignited internal combustion engine of first aspect, it is characterized in that, before determining described knock limit ignition timing, if make the combustion chamber volume of compression top dead center less by variable compression ratio, then must be longer by the shortest described ignition delay time correction.
Invention effect
The spark-ignited internal combustion engine recorded according to a first aspect of the invention, use the formula being calculated ignition delay time by inner pressure of air cylinder and internal cylinder temperature, calculate the shortest ignition delay time relative to the highest in-cylinder pressure and the highest cylinder temperature when realizing isochoric combustion, determine knock limit ignition timing based on the shortest ignition delay time described in calculating.When realizing isochoric combustion is comprise this value of generation easness of pinking of burning of expression sucking whole variable factor such as air quantity, actual compression ratio relative to the shortest ignition delay time of the highest in-cylinder pressure and the highest cylinder temperature, the shortest ignition delay time is shorter, and pinking more easily occurs.Thus, determine knock limit ignition timing based on the shortest ignition delay time, thus, do not implement time integral and the Livengood-Wu integration of the inverse of ignition delay time, and can carry out avoiding the good ignition timing that pinking occurs to control.
The spark-ignited internal combustion engine recorded according to a second aspect of the invention, in the spark-ignited internal combustion engine that first aspect is recorded, if make the combustion chamber volume of compression top dead center less by variable compression ratio, then in order to make the combustion chamber volume change of the time per unit of expansion stroke increase, sharply decline to make inner pressure of air cylinder and internal cylinder temperature in expansion stroke and pinking is not easily occurred, before determining knock limit ignition timing, must be longer by the shortest ignition delay time correction of the generation easness representing pinking.Thus, for this burning, more suitable knock limit ignition timing can be determined.
Accompanying drawing explanation
Fig. 1 is the overall diagram of internal-combustion engine;
Fig. 2 is the exploded perspective view of variable compression ratio;
Fig. 3 is the side view cutaway drawing of the internal-combustion engine diagrammatically represented;
Fig. 4 is the figure representing Variable Valve Time gear;
Fig. 5 is the figure of the lifting capacity representing intake valve and exhaust valve;
Fig. 6 is the figure for illustration of mechanical compression ratio, actual compression when expansion ratio;
Fig. 7 is the figure of the relation of the representation theory thermal efficiency and expansion ratio;
Fig. 8 is the figure for illustration of common circulation and superhigh expansion ratio cycle;
Fig. 9 is the figure of the change representing the mechanical compression ratio corresponding with engine loading etc.;
Figure 10 is the flow chart that ignition timing controls;
Figure 11 is the mapping of the relation representing charging efficiency and outburst degree;
Figure 12 is the mapping of the relation representing the shortest ignition delay time and knock limit ignition timing.
Embodiment
Fig. 1 is the side view cutaway drawing representing spark-ignited internal combustion engine of the present invention.With reference to Fig. 1,1 represents crankcase, and 2 represent cylinder block, and 3 represent cylinder head, and 4 represent piston, and 5 represent firing chamber, and 6 represent the ignition plug that the end face central part in firing chamber 5 configures, and 7 represent intake valve, and 8 represent suction port, and 9 represent exhaust valve, and 10 represent relief opening.Suction port 8 links with equalizing tank 12 via air intake branch 11, is configured with respectively for the Fuelinjection nozzle 13 towards burner oil in the suction port 8 of correspondence at each air intake branch 11.It should be noted that, Fuelinjection nozzle 13 also can replace and is installed on each air intake branch 11 and is configured in each firing chamber 5.
Equalizing tank 12 links with air-strainer 15 via air inlet duct 14, is configured with the closure 17 driven by actuator 16 and the suction air amount detector 18 employing such as hot line in air inlet duct 14.On the other hand, relief opening 10 links with the catalyst-assembly 20 being built-in with such as three-way catalyst via gas exhaust manifold 19, is configured with air-fuel ratio sensor 21 in gas exhaust manifold 19.
On the other hand, in the embodiment shown in fig. 1, variable compression ratio A is provided with at crankcase 1 and the linking department of cylinder block 2, also be provided with actual compression action and start change mechanism B in period, this variable compression ratio A can change the volume of the firing chamber 5 when piston 4 is positioned at compression top dead center by making crankcase 1 and the relative position in the cylinder-bore axis direction of cylinder block 2 changes, this actual compression action starts period change mechanism B can change beginning period of the compression of reality.It should be noted that, in the embodiment shown in fig. 1, this actual compression action starts period change mechanism B and is made up of the Variable Valve Time gear in closedown period that can control intake valve 7.
As shown in Figure 1, at crankcase 1 and cylinder block 2, the relative position sensor 22 for detecting the relative position relation between crankcase 1 and cylinder block 2 being installed, exporting the output signal of the change at the interval representing crankcase 1 and cylinder block 2 from this relative position sensor 22.And, the valve timing sensor 23 of the output signal producing the closedown period representing intake valve 7 is installed at Variable Valve Time gear B, throttle valve drive with actuator 16 engine load sensor 24 producing and represent the output signal of throttle opening is installed.
Electronic control unit 30 is made up of digital computer, possesses the interconnective ROM(ROM (read-only memory) by both sides tropism's bus 31) 32, RAM(random access memory) 33, CPU(microprocessor) 34, input port 35 and output port 36.The output signal sucking air amount detector 18, air-fuel ratio sensor 21, relative position sensor 22, valve timing sensor 23 and engine load sensor 24 inputs to input port 35 via the AD converter 37 of correspondence respectively.And be connected with the load sensor 41 producing the output voltage proportional with the entering amount L of gas pedal 40 in gas pedal 40, the output voltage of load sensor 41 inputs to input port 35 via the AD converter 37 of correspondence.And be connected with on input port 35 whenever crankshaft rotating such as 30 ° time produce and export the crankshaft angle sensor 42 of pulse.On the other hand, output port 36 is connected with ignition plug 6, Fuelinjection nozzle 13, throttle valve drive actuator 16, variable compression ratio A and Variable Valve Time gear B via the drive circuit 38 of correspondence.
Fig. 2 illustrates the exploded perspective view of the variable compression ratio A shown in Fig. 1, and Fig. 3 illustrates the side view cutaway drawing of the internal-combustion engine diagrammatically represented.With reference to Fig. 2, be formed with multiple protuberances 50 spaced at intervals in the below of the two side of cylinder block 2, in each protuberance 50, be formed with the cam insertion hole 51 of cross section circle respectively.On the other hand, the upper wall surface of crankcase 1 is formed spaced at intervals and multiple protuberances 52 that are that be entrenched in respectively between corresponding protuberance 50, in described each protuberance 52, is formed with the cam insertion hole 53 of cross section circle respectively.
As shown in Figure 2, be provided with pair of cams axle 54,55, on each camshaft 54,55, be often fixed with the circular cam 58 be rotatably inserted in each cam insertion hole 53 alternately.Described circular cam 58 becomes coaxial with the spin axis of each camshaft 54,55.On the other hand, in the both sides of each circular cam 58, as shown in Figure 3, the eccentric shaft 57 configured relative to the rotation axis off-center of each camshaft 54,55 extends, and another circular cam 56 is eccentric and be rotatably installed on this eccentric shaft 57.As shown in Figure 2, described circular cam 56 is configured in the both sides of each circular cam 58, and described circular cam 56 is rotatably inserted in corresponding each cam insertion hole 51.And, as shown in Figure 2, camshaft 55 is provided with the cam angular sensor 25 of the output signal producing the angle of swing representing camshaft 55.
From the state shown in Fig. 3 (A), when making the circular cam 58 be fixed on each camshaft 54,55 rotate round about each other as shown in arrow in Fig. 3 (A), because eccentric shaft 57 moves to direction separated from one another, circular cam 56 rotates to the opposite direction of circular cam 58 in cam insertion hole 51, as shown in Fig. 3 (B), the position of eccentric shaft 57 becomes medium height position from high position.Then, when making circular cam 58 rotate to the direction shown in arrow again, as shown in Fig. 3 (C), eccentric shaft 57 becomes minimum position.
It should be noted that, center a, the center b of eccentric shaft 57 of the circular cam 58 under each state shown in Fig. 3 (A), Fig. 3 (B), Fig. 3 (C), the position relationship of the center c of circular cam 56.
By more known for Fig. 3 (A) to Fig. 3 (C), crankcase 1 is determined by the distance of the center a of circular cam 58 and the center c of circular cam 56 with the relative position of cylinder block 2, the distance of the center a of circular cam 58 and the center c of circular cam 56 is larger, and cylinder block 2 more moves to the side be separated from crankcase 1.That is, variable compression ratio A makes the relative position between crankcase 1 and cylinder block 2 change by employing the crank mechanism of the cam of rotation.When cylinder block 2 is separated from crankcase 1, the volume of the firing chamber 5 when piston 4 is positioned at compression top dead center increases, and therefore can change the volume of the firing chamber 5 when piston 4 is positioned at compression top dead center by making each camshaft 54,55 rotate.
As shown in Figure 2, on the running shaft of drive motor 59, being separately installed with Hand of spiral in order to make each camshaft 54,55 respectively to opposite direction rotates is reverse a pair worm screw 61,62, and the worm gear 63,64 engaged with described worm screw 61,62 is separately fixed at the end of each camshaft 54,55.In this embodiment, the volume of the firing chamber 5 when piston 4 is positioned at compression top dead center by driving drive motor 59 can change on a large scale.
On the other hand, Fig. 4 illustrates the Variable Valve Time gear B on the end of the camshaft 70 be arranged in FIG for driving intake valve 7.With reference to Fig. 4, this Variable Valve Time gear B possesses the synchronous pulley 71 rotated to the direction of arrow via Timing Belt by the bent axle of motor, the cylinder shell 72 rotated together with synchronous pulley 71, rotate together with intake valve driving camshaft 70 and the running shaft 73 that can relatively rotate relative to cylinder shell 72, multiple partition walls 74 that outer circumferential face from the inner peripheral surface of cylinder shell 72 to running shaft 73 extends, the blade 75 that inner peripheral surface from the outer circumferential face of running shaft 73 to cylinder shell 72 between each partition wall 74 extends, lead angle hydraulic chamber 76 and retardation angle hydraulic chamber 77 is formed respectively in the both sides of each blade 75.
Supply to the working oil of each hydraulic chamber 76,77 controls to supply control valve 78 by working oil and carries out.This working oil supply control valve 78 possess link respectively with each hydraulic chamber 76,77 hydraulic port 79,80, the supplying mouth 82 of the working oil that sprays from oil hydraulic pump 81, a pair floss hole 83,84, carry out between each mouthful 79,80,82,83,84 the guiding valve 85 being communicated with cutting-off controlling.
When the phase place in order to the cam by intake valve driving camshaft 70 is set to lead angle, guiding valve 85 is made to move to the right in the diagram, the working oil supplied from supplying mouth 82 supplies to lead angle hydraulic chamber 76 via hydraulic port 79, and the working oil in retardation angle hydraulic chamber 77 is discharged from floss hole 84.Now, running shaft 73 rotates to the direction of arrow relatively relative to cylinder shell 72.
Relative to this, when the phase place in order to the cam by intake valve driving camshaft 70 is set to retardation angle, guiding valve 85 is made to move to the left in the diagram, the working oil supplied from supplying mouth 82 supplies to retardation angle hydraulic chamber 77 via hydraulic port 80, and the working oil in lead angle hydraulic chamber 76 is discharged from floss hole 83.Now, running shaft 73 rotates relatively relative to the opposite direction of cylinder shell 72 to arrow.
When running shaft 73 rotates relatively relative to cylinder shell 72, if guiding valve 85 returns to the neutral position shown in Fig. 4, then the relative rotary motion of running shaft 73 stops, and running shaft 73 remains on relatively rotation place now.Therefore, the advanced or delayed desired amount of the phase place of the cam of intake valve driving camshaft 70 can be made by Variable Valve Time gear B.
In Figure 5, the situation when phase place that solid line represents the cam being made intake valve driving camshaft 70 by Variable Valve Time gear B is the most advanced, dotted line represents situation when making the phase place of the cam of intake valve driving camshaft 70 the most delayed.Therefore, intake valve 7 open the period scope shown in solid line in Figure 5 and can setting arbitrarily between the scope shown in dotted line, therefore, the closedown of intake valve 7 also can be set as the arbitrary crank shaft angle in the scope shown in arrow C in Fig. 5 period.
Variable Valve Time gear B shown in Fig. 1 and Fig. 4 represents an example, can example if to be maintained the various forms of Variable Valve Time gear such as Variable Valve Time gear in the closedown period only changing intake valve under constant state the period of opening of intake valve.
Next, with reference to Fig. 6, the meaning of the term used in this application is described.It should be noted that, in (A), (B), (C) of Fig. 6, show combustion chamber volume in order to be described and be 50ml and displacement of piston is the motor of 500ml, in (A), (B), (C) of described Fig. 6, the volume of firing chamber when combustion chamber volume represents that piston is positioned at compression top dead center.
Fig. 6 (A) is described for mechanical compression ratio.Mechanical compression ratio is the value only mechanically determined according to displacement of piston during compression stroke and combustion chamber volume, and this mechanical compression ratio is represented by (combustion chamber volume+swept volume)/combustion chamber volume.In the example shown in Fig. 6 (A), this mechanical compression ratio becomes (50ml+500ml)/50ml=11.
Fig. 6 (B) is described for actual compression ratio.This actual compression ratio be according in fact from compression time the piston displacement of reality to piston reaches upper dead center and combustion chamber volume and the value determined, this actual compression ratio is represented by (swept volume of combustion chamber volume+reality)/combustion chamber volume.That is, as shown in Fig. 6 (B), in compression stroke, even if piston starts to rise, open period at intake valve and also do not carry out compression, and from IC Intake Valve Closes, start actual compression.Therefore, actual compression ratio uses actual swept volume to represent as described above.In the example shown in Fig. 6 (B), actual compression ratio becomes (50ml+450ml)/50ml=10.
Fig. 6 (C) is described for expansion ratio.Expansion ratio is the value determined according to displacement of piston during expansion stroke and combustion chamber volume, and this expansion ratio is represented by (combustion chamber volume+swept volume)/combustion chamber volume.In the example shown in Fig. 6 (C), this expansion ratio becomes (50ml+500ml)/50ml=11.
Next, with reference to Fig. 7 and Fig. 8, the super expansion ratio cycle used in the present invention is described.It should be noted that, Fig. 7 illustrates the relation of theoretical thermal efficiency and expansion ratio, and Fig. 8 illustrates comparing of the common circulation that separately uses according to load in the present invention and superhigh expansion ratio cycle.
Fig. 8 (A) illustrates that intake valve is closed at bottom dead center-nearby, from air inlet bottom dead center-nearby, roughly start the common circulation during compression of piston.In the example shown in this Fig. 8 (A), in the same manner as the example shown in (A), (B), (C) of Fig. 6, combustion chamber volume is 50m, and displacement of piston is 500ml.From Fig. 8 (A), in common circulation, mechanical compression ratio is (50ml+500ml)/50ml=11, and actual compression ratio is also roughly 11, expansion ratio also becomes (50ml+500ml)/50ml=11.That is, in common internal-combustion engine, mechanical compression ratio, actual compression ratio, expansion ratio are roughly equal.
Solid line in Fig. 7 represent actual compression ratio and expansion ratio roughly equal time, the change of theoretical thermal efficiency in common circulation.In this case known, expansion ratio is larger, and namely actual compression ratio is higher, and theoretical thermal efficiency is higher.As long as therefore improve actual compression ratio to improve theoretical thermal efficiency in common circulation.But due to the restriction of the generation of pinking during time of engine high load operation, actual compression ratio is maximum also can only be increased to about 12, like this fully theoretical thermal efficiency cannot be improved in common circulation.
On the other hand, in this condition, have studied and mechanical compression ratio and actual compression ratio strictly distinguished and improves the situation of theoretical thermal efficiency, consequently found the domination of theoretical thermal efficiency by expansion ratio, and actual compression is compared to theoretical thermal efficiency and does not almost have influential situation.That is, when improving actual compression ratio, explosive force improves, but needs large energy to carry out compressing, and nonetheless improve actual compression ratio, theoretical thermal efficiency does not almost improve yet.
If in contrast, increase expansion ratio, then when expansion stroke, depressing force is for elongated during piston action, and like this, piston is elongated during applying rotating force to bent axle.Therefore, expansion ratio is increasing, and theoretical thermal efficiency more improves.Dotted line ε=10 of Fig. 7 represent theoretical thermal efficiency when improving expansion ratio under the state that actual compression ratio is fixed as 10.So known, the ascending amount of theoretical thermal efficiency when actual compression ratio also increases together with expansion ratio like that shown in the ascending amount of theoretical thermal efficiency when improving expansion ratio under the state that actual compression ratio ε is maintained low value and the solid line of Fig. 7 does not have large difference.
So, when actual compression ratio is maintained low value, there is not pinking, when therefore improving expansion ratio under the state that actual compression ratio is maintained low value, the generation of pinking can be stoped and improve theoretical thermal efficiency significantly.Fig. 8 (B) illustrates and uses variable compression ratio A and Variable Valve Time gear B, example when actual compression ratio being maintained low value and improving expansion ratio.
With reference to Fig. 8 (B), in this example embodiment, combustion chamber volume is made to be reduced to 20ml from 50ml by variable compression ratio A.On the other hand, till the piston displacement making the closedown of intake valve be delayed to reality period by Variable Valve Time gear B becomes 200ml from 500ml.Consequently, in this example embodiment, actual compression ratio becomes (20ml+200ml)/20ml=11, expansion ratio becomes (20ml+500ml)/20ml=26.In the common circulation shown in Fig. 8 (A), actual compression ratio is roughly 11 and expansion ratio is 11 as described above, known compared with this situation, and when shown in Fig. 8 (B), only expansion ratio is increased to 26.This is the reason being called superhigh expansion ratio cycle.
Typically, in internal-combustion engine, engine loading is lower and the thermal efficiency is poorer, therefore in order to improve thermal efficiency during engine running, namely in order to improve fuel economy, and thermal efficiency when needing raising engine loading low.On the other hand, in the superhigh expansion ratio cycle shown in Fig. 8 (B), piston displacement due to reality during compression stroke reduces and the suction air quantity that can be drawn in firing chamber 5 reduces, and therefore this superhigh expansion ratio cycle only can adopt when engine loading is lower.Therefore in the present invention, when engine loading is lower, become the superhigh expansion ratio cycle shown in Fig. 8 (B), when time of engine high load operation, become the common circulation shown in Fig. 8 (A).
Next, with reference to Fig. 9, roughly illustrate that running controls overall.Fig. 9 illustrates each change of the suction air quantity corresponding with engine loading under certain engine speed, IC Intake Valve Closes period, mechanical compression ratio, expansion ratio, the actual compression when aperture of closure 17.It should be noted that, Fig. 9 illustrates by the three-way catalyst in catalyst-assembly 20 can make not fire HC, CO and NO in waste gas
xthe mode simultaneously reduced, becomes the situation of chemically correct fuel by the average air-fuel ratio feedback control in firing chamber 5 based on the output signal of air-fuel ratio sensor 21.
In addition, the common circulation shown in Fig. 8 (A) is performed when time of engine high load operation as described above.Therefore, as shown in Figure 9, now because mechanical compression ratio is low, expansion ratio is low, and in fig .9 as shown by the solid line, the closedown of intake valve 7 shifts to an earlier date than the situation shown in the solid line in Fig. 5 period.And now suck air quantity many, the aperture of this subject throttle 17 remains standard-sized sheet, therefore aspirating loss becomes zero.
On the other hand, in fig .9 as shown by the solid line, when engine loading reduces, in order to be accompanied by this closedown period reducing and suck air quantity and retarded admission door 7.And the mode now remaining constant with actual compression ratio reduces along with engine loading as shown in Figure 9 and increases mechanical compression ratio, therefore along with engine loading reduces, expansion ratio also increases.It should be noted that, this subject throttle 17 also remains full-gear, therefore with closure 17 independently, to be controlled the suction air quantity of supply in firing chamber 5 period by the closedown changing intake valve 7.
So, when engine loading reduces from time of engine high load operation state, on the basis of actual compression ratio constant, along with suction air quantity reduces and mechanical compression ratio increase.That is, with the volume reducing of the firing chamber 5 sucked when the ratio that is reduced to of air quantity and piston 4 reach compression top dead center.Therefore, the volume of the firing chamber 5 when piston 4 reaches compression top dead center with suck air quantity and change pro rata.It should be noted that, now in the example shown in Fig. 9, the air fuel ratio in firing chamber 5 becomes chemically correct fuel, and volume and the fuel quantity of the firing chamber 5 when therefore piston 4 reaches compression top dead center change pro rata.
When engine loading reduces further, mechanical compression ratio increases further, when engine loading drops to a little in low load during load L1, mechanical compression ratio reaches the limit mechanical compression ratio (upper limit mechanical compression ratio) of the structure limes superiors becoming firing chamber 5.The mechanical compression ratio if mechanical compression ratio reaches capacity, then, in the region that the engine loading L1 when duty factor mechanical compression ratio reaches capacity mechanical compression ratio is low, mechanical compression ratio remains limit mechanical compression ratio.Therefore, in the motor of low load side during load operation and time of engine low load operation time, that is, in time of engine low load operation side, mechanical compression ratio becomes maximum, and expansion ratio also becomes maximum.In other words, in time of engine low load operation side, in order to obtain maximum expansion ratio, mechanical compression ratio is maximum.
On the other hand, in the embodiment shown in fig. 9, when engine loading drops to L1, the closedown of intake valve 7 becomes the limit closedown period of the suction air quantity that can control supply in firing chamber 5 period.Closedown period if the closedown of intake valve 7 reaches capacity period, then, in the region that the engine loading L1 when the closedown of duty factor intake valve 7 to reach capacity closedown period period is low, the closedown of intake valve 7 remains the limit and close period in period.
If the closedown of intake valve 7 to remain the limit period and closes period, then cannot control to suck air quantity according to the change in closedown period of intake valve 7.In the embodiment shown in fig. 9, duty factor now namely the closedown of intake valve 7 to reach period in the low region of engine loading L1 when the limit closes period, controlled the suction air quantity of supply in firing chamber 5 by closure 17, engine loading more reduces, and the aperture of closure 17 is less.
On the other hand, shown in dotted line in fig .9, although reduce along with engine loading and make the closedown of intake valve 7 shift to an earlier date period, independently can both control to suck air quantity with closure 17.Therefore, when the mode that the situation in Fig. 9 shown in solid line and the situation shown in dotted line all comprise can be showed, in an embodiment of the present invention, along with engine loading reduces, till closedown period of intake valve 7 moving to the limit closedown L1 in period that can control the suction air quantity supplied in firing chamber to the direction is separated from air inlet lower dead centre BDC.Like this, make the closedown of intake valve 7 change as shown by the solid line in fig .9 and can control to suck air quantity period, make its change shown in dotted line also can control to suck air quantity.
As described above in the superhigh expansion ratio cycle shown in Fig. 8 (B), expansion ratio is 26.This expansion ratio is more high more preferred, but as can be seen from Figure 7, relative to lower limit actual compression ratio ε=5 spendable in practicality, if expansion ratio is more than 20, then can obtain quite high theoretical thermal efficiency.Therefore, in the present embodiment, the mode becoming more than 20 with expansion ratio forms variable compression ratio A.
But, in spark-ignited internal combustion engine, require to avoid pinking occurs.For this reason, wish that implementing ignition timing controls, that is: before enforcement igniting, confirm whether this ignition timing does not become lead angle side compared with the knock limit ignition timing (ignition timing when inception of knock occurs) of this burning, if the knock limit ignition timing of this ignition timing and this burning is in a ratio of lead angle side, then ignition timing is set to retardation angle, or sets this ignition timing based on the knock limit ignition timing of this burning.
In order to implement this ignition timing control avoiding occurring pinking, need the knock limit ignition timing of the burning knowing this.In the general running taking air-fuel ratio as chemically correct fuel, when the closedown period or mechanical compression ratio etc. of intake valve, variable factor changed one, knock limit ignition timing also changes, in order to carry out being applicable to for whole variable factors by being applicable to test and carrying out mapping, and need great man-hour, and, become very large space-filling curve.
In addition, in this burning, predict whether pinking occurs, if desired, the ignition timing that pinking occurs also can be avoided to control even if can carry out ignition timing being set to retardation angle.Whether occurring in the prediction of pinking, use the following formula (1) calculating ignition delay time τ being variable with the pressure and temperature in cylinder, sometimes adopt the Livengood-Wu integration shown in the following formula (2) considering the situation that ignition delay time τ changes along with time process.Namely, the time integral value (such as apart from time integral value during IC Intake Valve Closes) being located at the inverse of ignition delay time τ becomes the moment of 1 and self ignition occurs in cylinder, if burnt before the moment that time integral value becomes 1 (the whole fuel combustions in cylinder), then be predicted as pinking not occur, if the moment and burning becoming 1 at time integral value does not complete, being then predicted as pinking will occur.
τ=A·P
-n·exp（B/T）…（1）
∫dt/τ=1…（2）
In formula (1), A, B, n are the constants determined according to each internal-combustion engine, and P is in-cylinder pressure, and T is cylinder temperature.In formula (2), calculate the ignition delay time τ apart from each moment during IC Intake Valve Closes
(k)inverse and add up to becoming 1, become at this aggregate-value and whether completed by burning before 1 and the generation of pinking can be predicted.
The calculating of this aggregate-value not only needs the great time, and is especially difficult to the in-cylinder pressure and the cylinder temperature that estimate igniting later each moment exactly, is therefore difficult to the τ of ignition delay time accurately calculating igniting later each moment
(k).Thus, be difficult to calculate aggregate-value accurately control to realize good ignition timing.
The spark-ignited internal combustion engine of the present embodiment uses electronic control unit 30, implements ignition timing control according to the flow chart shown in Figure 10.
First, in a step 101, in-cylinder pressure P during mensuration IC Intake Valve Closes and cylinder temperature T.About in-cylinder pressure P and cylinder temperature T, as long as arrange pressure transducer and temperature transducer in cylinder, and carry out measuring when IC Intake Valve Closes by these sensors.And, in-cylinder pressure P when can establish IC Intake Valve Closes and cylinder temperature T is identical with the suction pressure in equalizing tank 12 and intake temperature, and at equalizing tank 12, pressure transducer and temperature transducer are set, and by these sensors when IC Intake Valve Closes when such as intake valve is opened (or can like that before IC Intake Valve Closes) measure.And, also can using in-cylinder pressure P as the pressure in equalizing tank 12, the aperture (and engine speed) for closure 17 carries out mapping in advance.Cylinder temperature T can be set to outer temperature degree.
Then, in a step 102, calculate when the burning of isochoric combustion as this is implemented in supposition firm burning by following formula (3) after the highest cylinder temperature Pmax.Isochoric combustion refers in compression top dead center, the burning of the desirability that whole fuel burns instantaneously.
Pmax=ρ·P·E
k…（3）
At this, E is actual compression ratio, and k is specific heat ratio (specific heat ratio of such as upper dead center), PE
kthe in-cylinder pressure (compression end pressure) of compression top dead center during expression adiabatic compression.Ρ is outburst degree, as shown in figure 11, determines relative to charging efficiency.
Then, in step 103, calculate when the burning of isochoric combustion as this is implemented in supposition firm burning by following formula (4) after the highest cylinder temperature Tmax.
Tmax=ρ·T·E
k-1…（4）
At this, TE
k-1the cylinder temperature (compression end temperature) of compression top dead center during expression adiabatic compression.Like this, if by compression end pressure P E
kbe multiplied with outburst degree ρ, then can calculate the highest in-cylinder pressure Pmax just carried out after isochoric combustion, if by compression end temperature TE
k-1be multiplied with outburst degree ρ, then can calculate the highest cylinder temperature Tmax just carried out after isochoric combustion.
In addition, actual compression ratio E can calculate according to the combustion chamber volume of current upper dead center with apart from the swept volume of reality during IC Intake Valve Closes as described above.But, strictly speaking, before intake valve is about to close, the opening area of suction port diminishes and air inlet in cylinder can not blow back to suction port, compress beginning in fact, therefore preferred intake valve is about to close before the swept volume that rises as the swept volume of reality.
Then, at step 104, the shortest ignition delay time τ min relative to the highest in-cylinder pressure Pmax and the highest cylinder temperature Tmax is calculated by following formula (5).
τmin=A·Pmax
-n·exp（B/Tmax）·C…（5）
At this, A, B, n are the constant determined according to each internal-combustion engine as described above.About C as described later.
During the enforcement isochoric combustion so calculated is comprise this value of generation easness of pinking of burning of expression sucking the whole variable factor such as air quantity, actual compression ratio E relative to the shortest ignition delay time τ min of the highest in-cylinder pressure Pmax and the highest cylinder temperature Tmax, the shortest ignition delay time τ min is shorter, and pinking more easily occurs.Thus, the shortest ignition delay time τ min is longer, and knock limit ignition timing ITA more can be made to be lead angle, can set knock limit ignition timing ITA relative to the shortest ignition delay time τ min as shown in Figure 12 by being applicable to test.ITA be compression top dead center before crankshaft angles, 0 degree represent compression top dead center.
Like this, in step 105, based on the shortest ignition delay time τ min calculated, the mapping of Figure 12 is used to determine knock limit ignition timing ITA.
Then, in step 106, judge the optimum igniting timing MBT(MinimumSparkAdvanceforBestTorque set when this burning) whether be lead angle side compared with knock limit ignition timing ITA, timing is judged as NO at this, even if ignition timing is set to MBT also pinking can not occur, in step 108, the igniting of MBT is implemented.
On the other hand, when the judgement of step 106 is for affirmative, namely, MBT and the knock limit ignition timing of setting are in a ratio of lead angle side, can pinking be there is in the igniting of MBT, therefore in step 107, implement than the igniting of knock limit ignition timing ITA slightly by the ignition timing ITA ' of retardation angle side.Like this, the good ignition timing that pinking can not occur controls.
But the C in above formula (5) is the combustion chamber volume more being reduced compression top dead center in order to control mechanical compression ratio by variable compression ratio A, more extends the correction factor of the shortest ignition delay time τ min.The combustion chamber volume of compression top dead center more reduces, and greatly, therefore in expansion stroke, inner pressure of air cylinder and internal cylinder temperature sharply decline and be difficult to pinking occurs in the combustion chamber volume change of the time per unit of expansion stroke.
Thus, such as, if the combustion chamber volume (the maximum combustion room volume of compression top dead center) of the compression top dead center of (with reference to Fig. 3 (A)) is Vmax when mechanical compression ratio is minimum, when the combustion chamber volume of current compression top dead center is V, correction factor C=d1Vmax/V can be set to.D1 is the weight coefficient corresponding with the influence degree that this combustion chamber volume changes.And, even if engine speed is high, because the combustion chamber volume of the time per unit of expansion stroke changes greatly, is therefore setting racing speed as Nmin, when current engine speed is N, also can be set to correction factor C=d2(Vmax/V) (N/Nmin).D2 is the weight coefficient corresponding with the influence degree that this combustion chamber volume changes.
In step 105, before determining knock limit ignition timing ITA, if utilize this correction factor C to revise the shortest ignition delay time τ min of the generation easness representing pinking, then for this burning, more suitable knock limit ignition timing ITA can be determined.
Label declaration
A variable compression ratio
30 electronic control units
Claims (2)
1. a spark-ignited internal combustion engine, is characterized in that,
Calculating in the formula of ignition delay time by inner pressure of air cylinder and internal cylinder temperature, substitute into the highest in-cylinder pressure when realizing isochoric combustion and the highest cylinder temperature, calculate the shortest ignition delay time, determine knock limit ignition timing based on the shortest ignition delay time described in calculating.
2. spark-ignited internal combustion engine according to claim 1, is characterized in that,
Before determining described knock limit ignition timing, if make the combustion chamber volume of compression top dead center less by variable compression ratio, then must be longer by the shortest described ignition delay time correction.
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| Application Number | Priority Date | Filing Date | Title |
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| PCT/JP2011/060895 WO2012150639A1 (en) | 2011-05-02 | 2011-05-02 | Spark ignition internal combustion engine |
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| CN103502607B true CN103502607B (en) | 2016-03-23 |
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| US (1) | US9482163B2 (en) |
| EP (1) | EP2706213B1 (en) |
| JP (1) | JP5561430B2 (en) |
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| DE102013200542A1 (en) * | 2013-01-16 | 2014-07-17 | Robert Bosch Gmbh | Method for operating an internal combustion engine, wherein a cylinder internal pressure is determined in at least one cylinder of the internal combustion engine |
| JP2015007413A (en) * | 2013-06-26 | 2015-01-15 | ダイハツ工業株式会社 | Controller of internal combustion engine |
| DE112015006302B4 (en) * | 2015-03-13 | 2021-11-25 | Gm Global Technology Operations, Llc | METHOD AND DEVICE FOR CONTROLLING THE OPERATION OF AN COMBUSTION ENGINE |
| JP6524861B2 (en) * | 2015-08-26 | 2019-06-05 | 三菱自動車工業株式会社 | Engine control device |
| KR102257750B1 (en) * | 2017-09-06 | 2021-05-27 | 가부시키가이샤 아이에이치아이 | Engine control system |
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| JP4075818B2 (en) * | 2004-02-20 | 2008-04-16 | 日産自動車株式会社 | Ignition timing control device for internal combustion engine |
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| CN103502607A (en) | 2014-01-08 |
| EP2706213A4 (en) | 2015-12-16 |
| EP2706213B1 (en) | 2017-11-22 |
| JP5561430B2 (en) | 2014-07-30 |
| US9482163B2 (en) | 2016-11-01 |
| EP2706213A1 (en) | 2014-03-12 |
| WO2012150639A1 (en) | 2012-11-08 |
| US20140053808A1 (en) | 2014-02-27 |
| JPWO2012150639A1 (en) | 2014-07-28 |
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